A control system for controlling unmanned aircraft systems

ABSTRACT

The present disclosure provides a control system for controlling unmanned aircraft systems (UAS). The control system comprises of an application user system  102  to operate the UAS, an operating system  103 , a virtual road system (VRS)  109  and a virtual packet  501 . The virtual packet  501  created as a boundary around the UAS defined by application user system  102  or VRS  109 . The operating system  103  includes a machine learning processing unit (MLPU)  104  configured for positioning the UAS, detecting collision within path of the virtual packet  901 . The VRS  109  configured to generate a virtual roadway  902  using architecture similar to Internet service provider architecture and modules for routing the UAS. The routing and controlling of UAS by the VRS  109  is based on request received from the MLPU  104 , application zone packet parameters and actual position co-ordinates received from the MLPU  104.

FIELD OF INVENTION

The embodiment herein generally relates to the field of air trafficcontrol systems. More specifically, the present disclosure provides acontrol system for controlling unmanned aircraft systems and therebyintegrating unmanned aircraft systems into low altitude airspaces.

BACKGROUND AND PRIOR ART

An unmanned aircraft system (UAS), sometimes called a drone, is anaircraft without a human pilot onboard—instead, the UAS is controlledeither from an operator on the ground or onboard navigation controlsystems. There is rapid growth in UAS market and high backlog ofcommercial operators are seeking permission to use airspace. This rapidgrowth and high demand to use airspace has created enforcementchallenges for government regulators. Some of the major challenges thatregulators are facing are in terms of airspace integration, geo-fencingand safety measures. Therefore, in order to overcome said challenges,the UAS has to be controlled and utilized in a better and effectivemanner.

Conventional approach has limitation rooted in the problem of the stateof UAS stack being stuck between the analog and digital age. Fulldigitalization is inevitable prior to mass beyond visual line of sightadoption. Additionally, there is growing recognition for the need of acentralized data exchange connected through a common protocol (U-space,NASA/FAA UTM). The current approach is to create “smarter” UASs thatrequest and report flight paths to a centralized server, but where theUAS would still be responsible for its own routing and collisionavoidance. However, using these protocols may not be efficient when thedrone flight density increases. Therefore, there is a need to develop acontrol system for controlling unmanned aircraft systems that is capableof preventing collision from route conflict with multiple unmannedaircraft operators attempting to utilize the same airspace. Further,there is a need to develop a control system that is capable to functionbeyond visual line of sight (BVLOS).

OBJECTS OF THE INVENTION

Some of the objects of the present disclosure are described hereinbelow:

A main object of the present disclosure is to provide a control systemfor controlling unmanned aircraft systems (UAS).

Another object of the present disclosure is to provide a control systemcapable of preventing collision from route conflict with multipleunmanned aircraft operators attempting to utilize the same airspace.

Still another object of the present disclosure is to provide a controlsystem capable of preventing unauthorized access of UAS into areaswithout appropriate permission.

Yet another object of the present disclosure is to provide a controlsystem for effectively giving centralized servers the ability to creategeofence geographic areas and making available to user(s) all trafficdata digitally.

Another object of the present disclosure is to provide a control systemthat is capable to function beyond visual line of sight (BVLOS).

Another object of the present disclosure is to provide a control systemcapable of monitoring and setting permission levels for geographiczones.

Another object of the present disclosure is to provide a control systemcapable to decrease the amount of idling time with multiple unmannedaircrafts using the same airspace by using algorithms to sequence anddirect the movements of aircrafts through time division multiplexing.

The other objects and advantages of the present disclosure will beapparent from the following description when read in conjunction withthe accompanying drawings, which are incorporated for illustration ofpreferred embodiments of the present disclosure and are not intended tolimit the scope thereof.

SUMMARY OF THE INVENTION

In view of the foregoing, an embodiment herein provides a control systemfor controlling unmanned aircraft systems (UAS). According to anembodiment, the control system for controlling UAS comprises of creatinga layered structure of controls for the controlling of UAS. The primarylayers of the system may include an application user layer (can also bereferred as application user system) provided at user-end for users tooperate the UAS, a virtual roadway system (VRS) and a virtual packetlayer [can also be referred as virtual packet] configured to controlUASs within the virtual roadway system, and a UAS hardware layer. Anoperating system can be embedded into the UAS hardware layer to providethe controls for the UAS protocols within the application user layer andvirtual packet.

According to an embodiment, the virtual packet can be created as aboundary around the UAS defined by the application user system or thevirtual road system (VRS). The operating system may include a machinelearning processing unit (MLPU). According to an embodiment, the MLPUcan be configured for positioning the UAS within the virtual packet, anddetecting and avoiding potential obstructions that enter within theboundary of the virtual packet. The MLPU can be further configured forcreating paths within the virtual packet after detecting obstructionsand thereby ensuring a stabilized movement of the UAS. The MLPU can befurther configured to send actual position co-ordinates to the VRS atregular intervals thereby ensuring that the UAS is at correct positionand time intervals.

According to an embodiment, the VRS can be configured to generate avirtual roadway within a centralized server similar to the Internetservice provider architecture and modules for routing the UAS within thevirtual roadway. The VRS can be further configured to send packetparameters and routing paths to the MLPU, and thereby routing andcontrolling the UAS. The VRS can receive requests from the applicationuser system to move the UAS from one application zone to another. TheVRS can receive application zone packet parameters and actual positionco-ordinates from the MLPU.

The MLPU may include an unmanned aircraft positioning system (UAPS), anunmanned aircraft collision detection system (UACDS), and an unmannedaircraft path creation (UAPC). According to an embodiment, the UAPS canbe configured to move the UAS from a current position to a targetposition at a specified velocity while using machine learning neural netalgorithms to stabilize against wind and other weather conditions.According to an embodiment, the UACDS can be configured to detectobstructions within the virtual packet and the UAPC can be configured tocreate the path within the virtual packet that the UAS needs to followto avoid collisions and obstructions.

The movement of the UAS can be enabled by the application user systemthrough the operating system by passing the UAPS, UACDS, and UAPCfunctions over to the application user system control. The applicationuser system can allow the user to choose the control of the UAS invarious modes within application zones. The modes can include autocollision avoidance mode and manual collision avoidance mode. The autocollision avoidance mode can be configured to automatically avoidcollisions and obstructions by using the UACDS and UAPC functions andthe manual collision avoidance mode can be configured to manually avoidcollisions and use the UAPS function for movement.

According to an embodiment, the Internet service provider architectureand modules of the VRS for the routing of UAS within the virtual roadwaycan include a virtual local area map (LAM), routing instructions for theUAS that can optimize travel time based on virtual roadway, protocolsfor communication with the operating system in an application zone,tiering of packet routing modules, Internetworking VRS protocols and agovernment and other database.

According to an embodiment, the government and regulatory database mayinclude but not limited to user licenses, UAS registration licenses,parameters for UAS class types, parameters for specific applicationzones and parameters for specific virtual roadway (VR) zones.

The virtual local area map (LAM) can be split into two primary zones,wherein said primary zone can include an application zone (AZ) and avirtual roadway (VR) zone. The control of the UAS within the applicationzones can be handled by the application layer protocols while thecontrol of the UAS within the virtual roadway can be handled by the VRSlayer protocols. The map of virtual roadway zone can be replicatedmultiple times to create layers of the VRS at different altitudes.According to an embodiment, the VRS routing modules can use the virtualroadway to move the UAS from one AZ to another using Time-DivisionMultiplexing (TDM) algorithms to handle multiple requests on the virtualroadways. The virtual routing modules can include an UAS packetinitialization, a packet path creation (PPC) and a packet routing.

According to an embodiment, the UAS packet initialization module can beconfigured to set the dimensions of the virtual packet of the UAS andallocate the virtual packet to appropriate VRS layer. Further, the UASpacket initialization module can be configured to pass on source entrypoint and destination exit point to the PPC module for the creation ofthe path that the UAS need to take on the virtual roadway.

According to an embodiment, the packet path creation (PPC) module can beconfigured to compute the shortest path between the source entry pointand the destination exit point, wherein the shortest path can becomputed using djikstra's algorithm or any one of other routingalgorithms (hereinafter referred to as “routing algorithm”).

According to an embodiment, the packet routing module can be configuredfor the routing of the UAS. The target path can be split into discretesegments approximately equal to one packet size and splitting the targetpath into discrete packet-sized segments can allow the packet routingmodule to use time-division multiplexing on the VRS for the handling ofmultiple packets.

Further, the packet routing module can be configured to request a newtarget path from the PPC and re-route the UAS from a location when apermanent obstruction is blocking the path of the UAS at the location.

According to an embodiment, the protocols for VRS communication with theoperating system in the application zone can be configured to ensure theadherence to rules and the regulations that can be set by regulators foreach application zone. The protocol can include an application zonepacket initialization and a VRS route request.

In an embodiment, the UAS can connect with the VRS databases and toverify that the user and the UAS are appropriately licensed to operatewithin the application zone. The VRS can send the application zonepacket parameters to the MLPU after the verification of the user andUAS. According to an embodiment, the application zone packet parametercan include regulations on application zone packet size and dimensions,minimum and maximum altitude, minimum and maximum velocity and rules onproximity to people, buildings, moving and stationary objects.

In an embodiment, the application user system can request the VRS tomove the UAS from a source AZ exit point queue to a destination AZ entrypoint queue. The application user system can be responsible for bringingthe UAS to the appropriate queue before handing off control of the UASto the VRS. The VRS can send the new packet parameters to the UAS andtake control of the UAS via the MLPU functions. Further, the VRS can beconfigured to release control of the UAS back to the application usesystem once the UAS has traversed the virtual roadway and exited at theappropriate AZ entry point.

In an embodiment, the tiering of packet routing modules can enablesub-division of the LAM to reduce computational complexity andadministrative burden on any single VRS routing mainframe, wherein eachdivision is provided for the routing of the UAS within its own sectorand passing the UAS along to neighbouring divisions until the UASreaches its ultimate destination.

In an embodiment, the Internetworking of VRS protocols can enable theseamless movement of the UAS within the virtual roadway and from one VRSnetwork to another VRS network, wherein the movement of the UAS withinthe VRS networks, i.e. movement of the UAS from one packet routingnetwork to another routing network is facilitated by VRS networkmodules. The VRS network modules can include a VRS packetre-initialization module.

According to an embodiment, the VRS packet re-initialization module canbe configured to move the UAS packet from one packet routing network toanother.

These and other aspects of the embodiments herein will be betterappreciated and understood when considered in conjunction with thefollowing description and the accompanying drawings. It should beunderstood, however, that the following descriptions, while indicatingpreferred embodiments and numerous specific details thereof, are givenby way of illustration and not of limitation. Many changes andmodifications may be made within the scope of the embodiments hereinwithout departing from the spirit thereof, and the embodiments hereininclude all such modifications.

BRIEF DESCRIPTION OF DRAWINGS

The detailed description is set forth with reference to the accompanyingfigures. In the figures, the left-most digit(s) of a reference numberidentifies the figure in which the reference number first appears. Theuse of the same reference numbers in different figures indicates similaror identical items.

FIG. 1 illustrates a block diagram 100 of a control system forcontrolling unmanned aircraft systems (UAS), according to an embodimentherein;

FIG. 2 illustrates a diagrammatic representation 200 of layers of thecontrol system for controlling the UAS, according to an embodimentherein.

FIG. 3 illustrates a diagrammatic representation 300 six degrees offreedom for the control of the UAS movement, according to an embodimentherein;

FIG. 4A illustrates a pictorial representation 400 of unmanned aircraftpositioning system (UAPS), according to an embodiment herein;

FIG. 4B illustrates a pictorial representation of unmanned aircraftpositioning system (UAPS) showing the capability of UAPS to ignoreinstructions from the application/user, according to an embodimentherein;

FIG. 5A illustrates a pictorial representation 500 of positionco-ordinates of the UAS, according to an embodiment herein;

FIG. 5B illustrates an error function for the UAPS, according to anembodiment herein;

FIG. 6A illustrates a pictorial representation 600 of size of virtualpacket of the UAS, according to an embodiment herein;

FIG. 6B illustrates a pictorial representation of UACDS, according to anembodiment herein;

FIG. 7A illustrates a pictorial representation 700 of UAPC showing pathgenerated by the UAPC, according to an embodiment herein;

FIG. 7B illustrates an error function for the UAPC, according to anembodiment herein;

FIG. 8 illustrates a pictorial representation 800 showing communicationbetween application user system and operating system, according to anembodiment herein;

FIG. 9 illustrates a pictorial representation 900 showing connection ofthe UAS with virtual road system (VRS), according to an embodimentherein;

FIG. 10 illustrates a pictorial representation 1000 of a virtual localarea map, according to an embodiment herein;

FIG. 11 illustrates a pictorial representation 1001 of application zoneboundaries and an example of potential altitude limits, according to anembodiment herein;

FIG. 12 illustrates a pictorial representation 1002 of tiering ofvirtual roadway architecture via altitudes, according to an embodimentherein;

FIG. 13 illustrates a pictorial representation 1003 of a virtual roadwayarchitecture within layers to subdivide the flow of traffic (i.e.north/south vs east/west), according to an embodiment herein;

FIG. 14 illustrates a pictorial representation 1004 of a path created bypacket path creation, according to an embodiment herein;

FIG. 15 illustrates a pictorial representation 1005 of a position pathmatrix of target path, according to an embodiment herein;

FIG. 16 illustrates a diagram 1006 showing packet routing module waitingfor an available packet time-slot on path for the UAS packet to enterthe new sub-layer of the VRS, according to an embodiment herein;

FIG. 17 illustrates a pictorial representation 1007 shows queuing duringVRS route request, according to an embodiment herein;

FIG. 18 illustrates a pictorial representation 1008 showingInternetworking of VRS protocols, according to an embodiment herein; and

FIG. 19 illustrates a pictorial representation 1009 showing anapplication of the control system for controlling unmanned aircraftsystems, according to an embodiment herein.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The embodiments herein and the various features and advantageous detailsthereof are explained more fully with reference to the non-limiting toembodiments and detailed in the following description. Descriptions ofwell-known components and processing techniques are omitted so as to notunnecessarily obscure the embodiments herein. The examples used hereinare intended merely to facilitate an understanding of ways in which theembodiments herein may be practiced and to further enable those of skillin the art to practice the embodiments herein. Accordingly, the examplesshould not be construed as limiting the scope of the embodiments herein.

As mentioned above, there is a need to develop a control system forcontrolling unmanned aircraft systems. The embodiments herein achievethis by providing a control system capable of preventing collision fromroute conflict with multiple unmanned aircraft operators attempting toutilize the same airspace. Referring now to the drawings, and moreparticularly to FIGS. 1 through 19, where similar reference charactersdenote corresponding features consistently throughout the figures, thereare shown preferred embodiments.

FIG. 1 illustrates a block diagram 100 of control system for controllingunmanned aircraft systems, according to an embodiment. Accordingly, thecontrol system 100 for controlling unmanned aircraft systems (UAS)comprises of an application user system 102 provided at user-end forusers 101 to operate the UAS, an operating system 103, a virtual roadsystem 109 and a virtual packet. The operating system 103 can beprovided in the UAS.

According to an embodiment, the virtual packet can be created as aboundary around the UAS defined by the application user system 102 orthe virtual road system (VRS) 109. According to an embodiment, theoperating system 103 can include a machine learning processing unit(MLPU) 104. The operating system (O/S) of the UAS can act as aninterface between the application user system to infrastructure systemcontrolled jointly by the government and a public and/or privatepartners.

According to an embodiment, the MLPU 104 can be configured forpositioning the UAS and detecting and avoiding potential obstructionsthat enters the boundary of the virtual packet. Further, the MLPU 104can be further configured for creating paths within the virtual packetafter detecting obstructions to avoid potential collisions and therebyensuring a stabilized movement of the UAS. Furthermore, the MLPU 104 canbe further configured to send actual position co-ordinates of the VRS atregular intervals thereby ensuring that the UAS is at correct positionand time intervals.

According to an embodiment, the VRS 109 can be configured to generate avirtual roadway using a structure similar to the Internet serviceprovider (ISP) architecture and modules for routing the UAS. The VRS 109can be further configured to send application zone packet parameters tothe MLPU 104, and thereby routing and controlling the UAS by the VRS 109based on request of application user system received from the MLPU 104,application zone packet parameters and actual position co-ordinatesreceived from the MLPU 104. Further, the VRS can be configured to routethe UAS physical system through the virtual packet similar to the way anISP would route a data packet.

The MLPU 104 can include an unmanned aircraft positioning system UAPS105, an unmanned aircraft collision detection system UACDS 106 and anunmanned aircraft path creation UAPC 107. According to an embodiment,the UAPS 105 can be configured to move the UAS from a current positionto a target position at a specified velocity while using machinelearning neural net algorithms to stabilize against wind and otherweather conditions. According to an embodiment, the UACDS 106 can beconfigured to detect collisions and obstructions within the virtualpacket and the UAPC 107 can be configured to create the path within thevirtual packet that the UAS need to follow to avoid collisions andobstructions.

The movement of the UAS can be enabled by the application user systemthrough the operating system by passing the UAPS 105, UACDS 106, andUAPC 107 functions over to the application user system 102 control. Theapplication user system 102 can be configured to allow the user tochoose the control of the UAS in various modes. The modes can includebut not limited to an auto collision avoidance mode and manual collisionavoidance mode. The auto collision avoidance mode can be configured toautomatically avoid collisions and obstructions by using the UACDS 106and UAPC 107 functions and the manual collision avoidance mode can beconfigured to manually avoid collisions and use the UAPS 105 functionfor movement.

According to an embodiment, the Internet service provider architectureand modules of the VRS 109 for the routing of UAS within the virtualroadway can include a virtual local area map (LAM), routing instructionsfor the UAS that can optimize travel time based on the virtual roadway,protocols for communication with the operating system in an applicationzone, tiering of packet routing modules, Internetworking VRS protocolsand government and other databases.

The virtual local area map LAM can be split into two primary zones,wherein the primary zone can include an application zone (AZ) and avirtual roadway (VR) zone. The map of virtual roadway zone can bereplicated multiple times to create layers of the VRS at differentaltitudes. According to an embodiment, the VRS routing modules can usethe virtual roadway to move the UAS using Time Division-Multiplexing(TDM) algorithms to handle multiple requests on the virtual roadways.The virtual routing modules can include UAS packet initialization,packet path creation (PPC) and packet routing.

According to an embodiment, the UAS packet initialization module can beconfigured to set the dimensions of the UAS virtual packet (UVP) andallocate said virtual packet to appropriate VRS layer. Further, the UASpacket initialization module can be configured to pass on source entrypoint and destination exit point to the PPC module for the creation ofthe path that the UAS need to take on the virtual roadway.

According to an embodiment, the packet path creation (PPC) module can beconfigured to compute the shortest path between the source entry pointand the destination exit point, wherein the shortest path can becomputed using djikstra's algorithm or other similar routing algorithms(hereinafter referred to as “Routing Algorithms”).

According to an embodiment, the packet routing module can be configuredfor the routing of the UVP. The target path can be split into discretesegments approximately equal to one packet size and splitting the targetpath into discrete packet-sized segments can allow the packet routingmodule to use TDM on the VRS for the handling of multiple packets.Further, the packet routing module can be configured to request a newtarget path from the PPC and re-route the UVP from a location when apermanent obstruction is blocking the path of the UVP at the location.

According to an embodiment, the protocols for VRS communication with theoperating system in the application zone can be configured to ensure theadherence to rules and the regulations for each application zone. Theprotocol can include an application zone packet initialization and a VRSroute request.

In an embodiment, the UAS can connect with the VRS and to verify thatthe user and the UAS are appropriately licensed to operate within theapplication zone. The VRS can send the application zone packetparameters to MLPU after the verification of the user and UAS. Accordingto an embodiment, the application zone packet parameter can include butnot limited to an application zone packet size and dimensions, maximumheight, maximum velocity and rules on proximity to people, buildings,moving and stationary objects along with any other rules to ensure thesafe use of the UAS.

In an embodiment, the application user system can request the VRS tomove the UAS from a source AZ exit point queue to a destination AZ entrypoint queue. Further, the application user system can be configured tobring the UAS to the appropriate queue before handing off control of theUAS to the VRS and thereby sending the new packet parameters by the VRSto the MLPU and taking control of the UAS by the VRS. Furthermore, theVRS can be further configured to release control of the UAS back to theapplication use system once the UAS has traversed the virtual roadwayand exited at the appropriate AZ entry point.

In an embodiment, the tiering of packet routing modules can enablesub-division of packet routing modules to reduce computationalcomplexity and administrative burden on any single VRS routing network,wherein each division can be provided for the routing of the UAS withinits own sector and passing the UAS along to neighbouring divisions untilthe UAS reaches its ultimate destination.

In an embodiment, the Internetworking of VRS protocols can enable themovement of the UAS within the virtual roadway and from one VRS networkto another VRS network, wherein the movement of the UAS within the VRSnetworks requires modules. The module can include a VRS packetre-initialization.

According to an embodiment, the VRS packet re-initialization module canbe configured to move the UAS packet from one packet routing network toanother. According to an embodiment, the government and regulatorydatabase can include but not limited to user licenses, UAS registrationlicenses, parameters for UAS class types, parameters for specificapplication zones and parameters for specific VR zones.

FIG. 2 illustrates a diagrammatic representation 200 of layers of thecontrol system for controlling the UAS, according to an embodiment. Thelayers of the control system can include an application layer 102, a UAStransport protocol layer (UTP) 103 a, a VRS layer 109 and a hardwarelayer 113. The application layer 102 can include application programsthat can allow the user to interface with the VAS. The UTP layer 103 acan be the set of protocols configured to create the virtual packet andcollision detection/avoidance (handled by the UAS O/S). The VRS layer105 can act as centralized servers that can be configured to route thevirtual packets from source to destination. The hardware layer 109 isthe actual UAS hardware system.

FIG. 3 illustrates a pictorial representation 300 of six degrees offreedom for the control of the UAS movement, according to an embodiment.Accordingly, the MLPU 104 can further include an input output system(I/O) system 108. The I/O System 108 can be provided to handle theinputs and outputs of the UAS system and pass said outputs toappropriate modules. The inputs can be received from but not limited toGPS location sensor, altitude sensor, wind sensor, precipitation sensorand obstruction sensor. The GPS location sensor can be provided toindicate geo-location of UAS relative to the planned route from theapplication user system 102 or VRS 109. The altitude sensor can beprovided to determine level of the VRS 109 that the UAS is currentlybeing routed in. The wind sensor can be provided to assist MLPU 104 withalgorithm for the UAS positioning (UAPS) 105. The precipitation sensorcan be provided to assist MLPU 104 with algorithm for the UA positioningsystem (UAPS) 105. The obstruction detection sensor (i.e. 360 degreecamera or laser sensor) can be provided for the MLPU 104 algorithm toassist with UA collision detection system (UACDS).

In an embodiment, the outputs for the UAS physical system can indicatethe six degrees of freedom for the control of the UAS movement. Themovement of the UAS can be controlled by the MLPU. The six degrees offreedom of movement is in the direction of up 201, down 202, north 203,east 204, west 205 and south 206. The other output can include wind andprecipitation sensor outputs for VRS and collision detection outputs forVRS.

FIG. 4A illustrates a pictorial representation 400 of unmanned aircraftpositioning system (UAPS), according to an embodiment. The UAPS 105 canmove the UAS from current position to a target position at a specifiedvelocity while using machine learning neural net algorithms to stabilizeitself against wind and other weather conditions. For example, the userprovides the input move to position A, at 10 m/s. The UAPS 105 can movethe UAS from the current position to the position A at 10 m/s velocitywhile using machine learning algorithms to stabilize itself against windand other weather conditions.

FIG. 4B illustrates a pictorial representation of unmanned aircraftpositioning system (UAPS) showing the capability of UAPS to ignoreinstructions from the application/user, according to an embodiment. Auseful functionality that arises from using UAPS 105 as an interfacebetween the application/user controls from and the actual UAS physicalsystem is that the UAPS 105 can chose to ignore instructions from theapplication/user. The UAPS function can allow the operating system tocreate restricted areas or boundaries that the application/user isunable to penetrate. The UAPS functionality is used in conjunction withprotocols to create the geo-fencing areas within the VRS. For example,when the user provides input “move to position B, at 10 m/s. The UAPScannot move the UAS to position B because the position B is out ofboundary. Therefore, the UAS stays at stable position until furtherinput or instruction is received.

FIG. 5A illustrates a pictorial representation 500 of positionco-ordinates of the UAS, according to an embodiment. A pathway for theUAS is created by passing on a set of coordinates P₁, P₂, . . . P_(N)such that elements in P can include the x, y positioning as per GPScoordinates, its z positioning from the altitude sensor and the requiredvelocity that the UAS should travel at. The relative distance betweenpoints (i.e. P1 to P2) can be kept short to ensure that the feedbackcycle between the application user system 102/VRS 109 and the UAPS 105is small. The machine learning neural net algorithm can be used toensure that the UAS can travel to its intended destination in a stablemanner. For inputs, the UAPS neural network (UAPSNN) can receive its x,y coordinates which corresponds to its GPS coordinates, its zpositioning which corresponds to its altitude and velocity. The wind andprecipitation sensors are used by the UAPSNN to assist with its learningrate. The outputs for the UAPSNN can be made to control the UASpropulsion so that that UAS can travel along its set path in a stablemanner. The position points P₁, P₂, . . . P_(N) can be received from theuser and the UAPSNN can endeavor to follow the received set of pathpoints.

FIG. 5B illustrates an error function for the UAPS, according to anembodiment. The Error function (as defined for machine learning neuralnets) for the UAPSNN may be the distance between the intended path andthe actual path of the UAS.

Error function (E_(n)),

E _(n)=√{square root over ((X _(n) −X ₀)²+(Y _(n) −Y ₀)²+(Z _(n) −Z₀)²+(V _(n) −V ₀)²)}

The UAPSNN can optimize the path taken by the UAS by minimizing theerror function E_(n)=distance between P_(n) (target position) to P_(o)(actual position at time N).

FIG. 6A illustrates a pictorial representation 600 of size of virtualpacket of the UAS, according to an embodiment. The UACDS 106 can use thecollision detection sensor feed to flag potential objects as obstacleswithin its packet. The size of the area that the UACDS 106 check againstcan be determined by packet size received from the VRS 109 orapplication protocols. Identified objects can be classified intostationary and mobile and reported back to VRS 109 and/or applicationuser system 102 through their respective protocols.

FIG. 6B illustrates a pictorial representation of UACDS, according to anembodiment. The UACDS 106 can detect and classify any obstructions thatare within the virtual packet (also referred as packet) boundary. Areport of identified objects may be sent to the UA path creation (UAPC)107 model to assist with setting of the path through the virtual packet.

FIG. 7A illustrates a pictorial representation 700 of UAPC showing pathgenerated by the UAPC, according to an embodiment. The UAPC 107 modulecan create pathways within the packet for the UAPS 105 to follow whileavoiding potential obstructions. As long as there are no obstructions tothe path reported by the UACDS 106, the UAPC 107 can feed the UASposition target directly to the UAPS 105 (i.e. if there is no need todeviate from the target position point, the instruction would be tomaintain the target position or move along the target path). The UAPC107 can receive object obstruction positions for the UACDS 106 anddetermine alternative pathways within the packet to avoid collisions.

FIG. 7B illustrates an error function for the UAPC, according to anembodiment. The UAPC 107 can ensure to keep the path as close to thetarget position/path as possible and calculate the error function forthe MLPU 104 to be the path deviation from the target position.

Error function E_(n)=

E _(n)=√{square root over ((X _(n) −X _(T))²+(Y _(n) −Y _(T))²+(Z _(n)−Z _(T))²+(V _(n) −V _(T))²)}

In an embodiment, the UAPC 107 can be configured to handle two differentcategories of obstructions. The category can include stationary andmoving. The stationary obstructions can be relatively easy to handlesince they are immobile and the task of the UAPC 107 may to simply avoidthe object so that a collision can be avoided. The position of thestationary object can be indicated within the packet by the UACDS 106.There is also a proximity boundary which the UAPC 107 endeavors toavoid. In the case that the UAS falls within the proximity bounds of theobstruction, the UAS need to slow its velocity and move away from theobstruction until it is outside of the proximity bounds. In most cases,the UAPC 107 may not allow to move into the proximity boundary of anobstruction but it is pushed into it from unforeseen circumstances (i.e.strong winds).

Moving obstructions can be harder to handle than stationaryobstructions. The quicker the object the proximity boundary around canincrease at a proportional rate (either linear or no-linear) to thedirection of motion. The size of proximity boundary may be dependent onvelocity of object. If an object is obstructing the UAS from continuingon the path received from the VRS 109, the UAS can come to a stop andsend a report to the VRS 109 through the VRS protocols and then the UAScan be rerouted by the VRS 109. The obstruction can be the boundary ofanother UAS packet that could be the obstruction (i.e. there is a UASpacket that has come to a stop in front of the UAS). If no object isobstructing its path, the path sequence may send to the UAPS 105 as theinput path for the module.

FIG. 8 illustrates a pictorial representation 800 showing communicationbetween application user system and operating system, according to anembodiment. The control system can further include Internet connectivity114 (also referred as Internet), application interface protocols 110,Internet protocols 112 and VRS interface protocols 111. The UAS mayrequire standard Internet connectivity 114 via mobile wireless networksto operate. The UAS may not fly into the area if there is no wirelessconnectivity. When the Internet connectivity is lost while in the VRS109 network the UAS may initiate safety protocols for staying stationaryuntil Internet connectivity 114 is restored. The UAS can perform a slowdrop to the ground while emitting hazard lights and sounds when batterypower drops below the required level to complete its task.

In an embodiment, the operating system 103 may be responsible andcapable to handle the protocols to interact with the application usersystems. According to an embodiment, the application interface protocols110 may include connection between the application user system 102 andthe operating system 103, movement instructions from application usersystem 102 to the operating system 103, sensor data from OS 103 toapplication user system 102 and request to enter/exit VRS at governmentauthorized entry points. The connection between the application usersystem 102 and the operating system 103 can include verification againstgovernment databases that the UAS and the driver/operator haveappropriate licenses and insurance.

In an embodiment, the application user system 102 can find the operatingsystem 103 via its IP address on a Domain Name Server (DNS) and connectsto the operating system 103 via protocols similar to HTML. Theconnection protocol can include a check against government databases forconnection to VRS 109 system through handshake protocols, initialverification that the UAS is in a specified application zone and VRS 109to check credentials against multiple government databases.

In an embodiment, the VRS 109 can check credentials against multiplegovernment databases, check UAS has license and has been verified tomeet all required regulations for safety regulations of the applicationzone, check whether the UAS pilot is licensed to fly the UAS in theapplication zone, check whether the UAS must fly only in the applicationzones and cannot enter the VRS 109 or restricted areas without properclearances.

In an embodiment, the movement of the UAS by the application user system102 can be enabled through the O/S 103 by passing the UAPS 105, UACDS106, and UAPC 107 functions over to application user system 102controls. Since these functions passed by the O/S 103, the O/S 103 canbe used to prevent the UAS from entering restricted airspaces orgeo-fenced zones. Since the application user system 102 must use theUAPS 105, UACDS 106 and UAPC 107 functions to control the UAS, theapplication user system 102 can be prevented from moving the UAS outsideof specified application zones without proper permissions.

In an embodiment, the operating system 103 can pass all or a subset ofthe sensor data to the application user system for it to track themovement of position of the UAS. The O/S 103 can able to handle theprotocols to pass control of the UAS from the application user system tothe VRS 109 and vice versa. The VRS interface protocols can includerequest permission to enter VRS 109 to connect with another applicationzone and VRS control of UAS Virtual Packets (UVP). Entry 801 and Exitpoints 802 are pre-authorized areas to enter and exit the VRS. At thesepoints, the application software (application user system) can hand offcontrol of the UAS to the VRS.

FIG. 9 illustrates a pictorial representation 900 showing connection ofthe UAS with virtual road system (VRS), according to an embodiment. Inan embodiment, a method for connecting the UAS with the VRS 109comprising the steps of connecting with VRS 109 through handshakeprotocols, submitting pilot credentials along with license of UAS to VRS109, checking credentials and licenses of UAS and pilot with onlinedatabase by the VRS 109, checking online database by the VRS 109 toensure that the UAS and pilot have the credentials to access thedestination AZ, queuing the UAS to enter the VRS 109 at the source AZexit point after verification (checking), and routing the UAS todestination AZ entry point thereby passing the UAS control back to theapplication user system control through handshake protocols.

In an embodiment, the VRS can be configured for routing the UVP from thesource AZ to the destination AZ in an optimal path. Within the UVP, theMLPU 104 in the UAS O/S 103 may responsible for the detection andavoidance of potential obstruction, leaving the VRS 109 free to abstractaway the UAS and view it as a UVP. This “Packetization” of the UASallows for the decentralization of the computationally intensive MLPU104 algorithms down to the UAS O/S 103 level. While under VRS 109control, obstructions that are impeding but not blocking the UAS packetare bypassed through the MLPU 104 and UAPC 107 module. If an obstructionis persistent, it can be flagged for further investigation. If anobstruction is blocking the route of the UAS packet so that it cannotprogress through its route, the VRS 109 can re-route the UAS to the nextoptimal route.

FIG. 10 illustrates a pictorial representation 1000 of a virtual localarea map, according to an embodiment. The VRS 109 is a virtualizedroadway created to support the movement of a UAS from one applicationzone to another. The virtual roadways can be over-layed at variousaltitudes over current city roadways systems. The VRS 109 can ensurethat there are minimal buildings or obstructions that could block orimpede the virtual roadway. The VRS 109 can also allow the virtualroadways to build their architecture on top of the GPS technology andtake advantage of all the work that has been done in the field of GPSmapping. The VRS 109 can include high level modules and Internet serviceproviders configured to generate virtual roadway for routing of UASwithin the VRS infrastructure 109.

According to an embodiment, the VRS 109 modules can include a virtualLAM of application zones and VR zones 109, routing instructions for theUVP that can optimize travel time based on virtual road conditions,protocols for communication with the O/S 103 in an application zone 901,tiering of Packet Routing Modules, Internetworking of VRS Protocols anda government and other database.

The virtual LAM can be split into application zone 901 and virtualroadways 902. Each zone can include rules and regulations that can beenforced by the operating system of the UAS. The rules and regulationscan be designed with input from the government UAS regulatory arm. Thecreation of a standardized O/S and a LAM of application zones canfacilitate the enforcement and regulation of visual line of sight (VLOS)of UASs. The creation of the VRS 109 can facilitate the enforcement andregulations on both VLOS and BVLOS (beyond visual line of sight) UASs.

According to an embodiment, the application zone 901 can be classifiedas Type A, B, etc. in a similar way that the government policy makerscurrently classify the various urban and rural zones. The operatingsystem can be made to enforce the defined rules and regulations on theUAS pilots and reduce administrative burden on law enforcement. Toaccess the UAS, the pilot would be required to submit respective pilotlicense number which is checked against the online government database.The government database can also check to see if the UAS has a properlicense plate and insurance. Different classes of licenses can be issuedfor different training levels for the pilot. The license types candictate their maximum speed and proximity boundaries to potentialobstacles. The speed limit within application zones 901 can be enforcedon the application software (application user system) since the O/S hasdirect access to control the UAS. The speed limit for any applicationcan be applied in the UAPS.

FIG. 11 illustrates a pictorial representation 1001 of application zoneboundaries and an example of potential altitude limits, according to anembodiment. Application zone boundaries can be applied using the UAPSfunction and setting the bounds outside of the AZ 901 as a restrictedzone. Altitude limits can also be set by setting the specifiedthresholds as a restricted zone or setting lower speed limits at variousaltitudes. The proximity boundary to people can be enforced by the O/S103 by setting a safety multiple of the minimum safe distance to peoplewithin the boundary of the packet size in the UACDS 106 module. Anyobjects identified as a person by the sensor algorithm in the MLPU 104have a proximity boundary that progressively decreases the maximum speedaround the person. The proximity boundary around buildings and otherstationary objects can be enforced in the same way as the proximity topeople, but the minimum safe distance can be made smaller since safetymay be less of an issue. The VLOS can be maintained between the pilotand the UAS using the VLOS sensors.

If VLOS is lost, the UAS can be made to hover in place until VLOS isregained with the pilot. While hovering in place, the UACDS 106 and UAPC107 function can allow the UAS to automatically avoid in-coming flyingobjects. The O/S 103 can be made to monitoring power levels and after itreaches certain critical levels, issue warnings to the pilot via theapplication user system API. If the UAS is at risk of falling out ofpower completely, the O/S 103 can able to initiating a slow drop withhazard lights flashing. If the O/S 103 detects that the UAS is notperforming to prescribe standards due to damage or poor calibration, theO/S 103 can able to attempting a slow drop with hazard lights and lockout users from starting the system up until the issue has beenrectified.

FIG. 12 illustrates a pictorial representation 1002 of tiering ofvirtual roadway architecture via altitudes, according to an embodiment.Different altitudes can be allocated to UAS segments similar to the waydifferent bands of wavelength are currently allocated to ISPs. TheVirtual Roadway Map (VRM) can form the roadway to transport the UAS fromone application zone to another. The framework of the VRM can overlaywith the current roadway system within a city. The LAM can include theVRM and all of the application zones within the city. Parts or all ofthe city roadway system can be used to create the backbone of the VRSnetwork. The creation of the VRM can tap into the work done on currentlyexisting GPS mapping technology to create a 2-dimensional map of a cityregion. The 2-dimensional map can be replicated multiple times to createthe layers of the VRS 109 at different altitudes. The VRS can be layeredwith emergency/priority VRs at the lower altitude layers and tieredcommercial layers at the higher altitudes. The lower layers can beassigned to emergency/priority UASs so that the time required to climbto the correct altitude of the VR can be minimized. The upper layers canbe used for commercial and/or consumer UASs.

FIG. 13 illustrates a pictorial representation 1003 of a virtual roadwayarchitecture within layers to subdivide the flow of traffic (i.e.north/south vs east/west), according to an embodiment. Each layer of theVR can have a height of at least 2×h, where h is the height of a packet,to create 2 sub layers within each layer. ie, north/south orientationsub-layer 903 and east/west orientation sub-layer 904. The north/south903 and east/west sub-layers 904 may be at different altitudes so thattraffic move freely in four directions. Unused airspace can be utilizedto merge between the sub-layers, (i.e. the N/S sub-layer can use theairspace at the E/W sub-layer altitude and vice versa to merge atroadway intersections).

To simplify merging, merging can be made possible in only one direction(i.e. the UAS can only make “right turns”). Each N/S sub-layer 903 andthe E/W sub-layers 904 can be further sub-divided vertically to createmultiple lanes which can be used to route UAS traffic at varying speedlimits. The speed limits can be increases as you move further away fromthe N/S 903 and E/W 904 merging lanes. Having multiple lanes can allowthe routing algorithms to route traffic for UASs that have varying speedlimit capabilities. Each VR corridor can be made to handle as many lanesas the roads will allow width-wise. The initial packet width can set tobe approximately equal to the width of a road lane to ensure that theUAS has sufficient space within the packet to maneuver and stabilizeitself under wind and environmental conditions and avoid obstructions.

FIG. 14 illustrates a pictorial representation 1004 of a path created bypacket path creation, according to an embodiment. The VRS routingmodules can take requests from application user system to move the UVPfrom one application zone 901 to another. The routing modules canutilize the virtual roadways to move the UVP using time-divisionmultiplexing (TDM) algorithms, to handle multiple requests on thevirtual roadways. According to an embodiment, the VRS routing modulescan include sub-modules, wherein the sub modules can include an UASpacket initialization, a packet path creation (PPC) and a packetrouting.

According to an embodiment, the UAS packet initialization module can beconfigured to set the dimensions of the UAS packet and allocate it tothe appropriate VRS layer depending on the UAS credentials. The size ofthe packet can vary depending on the physical dimensions and speedcapabilities of the UAS. The UAS packet initialization module can passon the source AZ exit point and destination AZ entry point to the PPCmodule for the creation of the path that the UPV takes on the VRS.

In an embodiment, the PPC module can be configured to compute theshortest path between the application entry point and the applicationexit point for path creation. Routing algorithms are used to compute theshortest path between nodes in a graph as long as the time to traverseconnected nodes is known. The nodes on the VRS can be represented by theroadway intersection points where the N/S sub-layer intersects with theE/W sub-layer. The Average Travel Time (ATT) between nodes can becaptured from the travel times of UVP using the VRS to get real-timefeedback. The target path would be sent to the packet routing module toroute the UAS Packet within the VRS.

FIG. 15 illustrates a pictorial representation 1005 of a position pathmatrix of target path, according to an embodiment. The packet routingmodule can be configured for routing the UAS packet. The target path canbe initially split into discrete segments approximately equal to onepacket size (packet sizes may vary at implementation for different UASdevices). Splitting the path into discrete packet-sized segments canallow the packet routing module to use time-division multiplexing on theVRS for the handling of multiple packets. The target path can includeGPS and altitude positioning as well as the expected time the UAS wouldbe at the target position. The set of all the points would be thePosition Path Matrix (PPM) of the target path.

The MLPU can be configured to send actual position coordinates to theVRS at regular intervals to update the packet routing module on itsactual positioning. The packet routing module can be configured toensure that the UAS packet is at the correct position and time intervalsand updates the PPM accordingly if the UAS packet is moving too slowlyor too quickly. In an embodiment, the UASs that are persistently tooslow or too quick can be flagged for recalibration. The MLPU can alsosend the VRS its obstruction report. Persistent obstructions can beflagged and reported to authorities for investigation. If a permanentobstruction is blocking the path of the UAS, the packet routing modulecan request a new target path from the PPC and re-route the packet fromthat location. All other packets with target paths that are impeded bythe permanent obstruction can be re-routed to a new optimal path aswell. All permanent obstructions may be flagged for investigation and ifthe route is no longer available due to the obstruction, the VRM updatedaccordingly.

FIG. 16 illustrates a diagram 1006 showing packet routing module waitingfor an available packet time-slot on path for the UAS packet to enterthe new sub-layer of the VRS, according to an embodiment. Criticalpoints along the PPM are the points where the UAS can enter the VRS fromits queue, exits the VRS into the AZ queue, as well as any intersectionpoints on the path that moves from the N/S sub-layer to move to the E/Wsub-layer (and vice versa). The packet routing module may wait for anavailable packet time-slot on the path for the UAS packet to enter thenew sub-layer of the VRS. In the cases where no packet slots areavailable, the UVP currently on the VRM may be slowed down toaccommodate the merging of the current UVP.

FIG. 17 illustrates a pictorial representation 1007 showing queuingduring VRS route request, according to an embodiment. The protocols forVRS communication with the O/S in an application zone can include apacket initialization module and a VRS route request module. Onstart-up, the UAS can connect with the VRS system and verify that theuser and the UAS vehicle are appropriately licensed to operate withinthis AZ. Once the user and the UAS vehicle have been approved, the VRScan send the AZ packet parameters to UAS O/S. The specific parameterscan vary depending on the inputs, i.e. application zone class (i.e.residential, hospital, park, etc. . . . ), user licenses class, UASvehicle class (i.e. weight classes), time of day, and weatherconditions. All of the specific parameters can be stored in appropriatedatabases.

In an embodiment, the UAS can request the VRS to move from the Source AZexit point queue to the Destination AZ entry point queue. Theapplication user system can be configured to bring the UAS to theappropriate queue before handing off control of the UAS Packet to theVRS. The VRS can check to ensure that the UAS has appropriate clearanceand power remaining to complete the route. Once verified, the VRS cansend the new packet parameters to the O/S and take control of the UAS.Once the UAS Packet has traversed the VRS and exited at the appropriateAZ entry point, the VRS can release control of the UAS back to theapplication user system.

The computational complexity of routing the packets can increase as morepackets enter the system. To reduce the computational complexity andadministrative burden on any single VRS routing network, the packetrouting modules can be sub-divided into divisions tier 1, tier 2 andadditional modules (also referred as tiering of packet routing modules).More dense, and potentially higher traffic areas may be divided intosmaller divisions while less dense, low traffic areas have largersubdivisions. Each division may responsible for the routing of thepackets within its own sector and pass the packet along to neighbouringdivisions until the packet reaches its ultimate destination.

The Tier 1 Module can be configured for routing the full path of thepacket along with the entry points and exit of each division the packetenters to complete its trip from start to destination. The Tier 2 Modulecan be configured for the creation of the actual routed paths within itsVRS Network. The entry point and exit point for each division can beassigned by the Tier 1 Module. Additional tiers can be created tofurther reduce the computational burden for the upper tiers if requireddue to increased traffic and computational requirements.

FIG. 18 illustrates a pictorial representation 1008 showingInternetworking of VRS protocols, according to an embodiment. Theseprotocols can allow for the seamless transition of the UVP from one VRSnetwork to another, thus allowing the UVP to traverse multiple differentVRS networks to arrive at its destination. At the boundary points of theVRS networks, the UAS packet can be re-initialized to the parameters andrequirements for the new VRS network. Internetworking of VRS networkscan allow for the building of smaller networks for the packet routingmodule which decreases the computational complexity of routing the UASpackets within its network. The movement of the UAS packets within theVRS networks is facilitated by VRS packet re-initialization module, i.e.the VRS packet re-initialization module is configured to move the UASpacket from one packet routing network to another.

In an embodiment, the VRS packet re-initialization module can beconfigured to move the UAS packets from one packet routing network toanother. At the boundary point of the VRS networks, the UAS canreinitialize packet parameters to those permitted in the new VRSnetwork. Different networks may have different requirements for packetsize dimensions or speed due to the requirements of various conditionssuch as zoning rules and environmental conditions. Once the packet hasbeen re-initialized, the UAS packet controls may be handed over to thenew VRS network packet routing module.

In an embodiment, each time an obstruction is detected on the VRSnetwork, the UAS O/S can send an obstruction report to the VRS. If anobstruction persists in causing UVP on the VRS to maneuver off of itsset course, said obstruction can be flagged within the VRS system. TheVRS system can assist regulatory bodies to detect potential UASs thatare flying within the VRS without proper licensing. If an obstruction isnot allowing an UVP from reaching its destination, the obstructions canbe flagged and reported and the UVP may be re-routed to reach itsdestination.

The government and regulatory database can include but not limited touser licenses (Class of license depending on UAS Pilot training), UASregistration licenses, parameters for UAS Class Types (VLOS vs BVLOS,top speed, stability, maximum altitude), parameters for specificapplication zones (packet dimensions, speed limits, min/max height, UAStypes allowed and User licenses type allowed) and parameters forspecific VR zones (packet dimensions, speed limits, UAS types allowedand User license types allowed).

FIG. 19 illustrates a pictorial representation 1009 showing anapplication of the control system for controlling unmanned aircraftsystems, according to an embodiment. Every operator must authenticate toenter the airspace. Regulated infrastructure can have full awareness ofconstraints in the airspace including all operations, geofence areas,obstructions and weather conditions. Drones or unmanned aircrafts avoideach other and other potential obstructions with adequate safetyboundaries.

A main advantage of the present disclosure is to prevent collision fromroute conflict with multiple unmanned aircraft operators attempting toutilize the same airspace.

Still another advantage of the present disclosure is to preventunauthorized access of UAS into areas without the appropriatepermission.

Yet another advantage of the present disclosure is to create geofencegeographic areas and making available to user(s) all traffic datadigitally using the centralized servers.

Another advantage of the present disclosure is to monitor and setpermission level for geographic zones.

Another advantage of the present disclosure is to decrease the amount ofidling time with multiple unmanned aircrafts using the same airspace byusing algorithms to sequence and direct the movements of aircraftsthrough time division multiplexing.

Another advantage of the present disclosure is to reduce administrativeburden on the government since appropriate licensing, insurance andother certifications that are automatically checked against an onlinedatabase.

Another advantage of the present disclosure is to create permanentgeo-fencing areas around airports, military complexes, governmentbuildings etc. . . . .

Another advantage of the present disclosure is to create temporarygeo-fencing areas for short-term events and environmental factors.

Another advantage of the present disclosure is to regulate and monitorlicensing, through UAS O/S so that untrained pilots cannot operate theUAS in designated areas.

Another advantage of the present disclosure is to allow authorized UASinto specific application areas while blocking unauthorized UAS

Another advantage of the present disclosure is to allow the governmentto monitor operational viability of the UAS.

Another advantage of the present disclosure is to create a layered VRSat relative altitudes to create specially designated virtual roads thatcan be used by government/emergency vehicles while other roads can bedesignated for commercial traffic.

Another advantage of the present disclosure is that multiple commercialapplications can use the same VRS at the same time without danger ofcrashing into each other.

The foregoing description of the specific embodiments will so fullyreveal the general nature of the embodiments herein that others can, byapplying current knowledge, readily modify and/or adapt for variousapplications such specific embodiments without departing from thegeneric concept, and, therefore, such adaptations and modificationsshould and are intended to be comprehended within the meaning and rangeof equivalents of the disclosed embodiments. It is to be understood thatthe phraseology or terminology employed herein is for the purpose ofdescription and not of limitation. Therefore, while the embodimentsherein have been described in terms of preferred embodiments, thoseskilled in the art will recognize that the embodiments herein can bepracticed with modification within the spirit and scope of theembodiments as described herein.

1-20. (canceled)
 21. A control system for controlling an unmannedaircraft system (UAS) that operates in an aerial environment with otherunmanned aircraft systems tracked by a base station or air trafficcontrol devices, the control system comprising: an operating systemembedded into a UAS hardware layer to provide a plurality of controllayers for controlling the operation of the UAS, the operating system orthe base station or air traffic control devices configured forestablishing a virtual packet defining a physical space establishedaround the UAS as the UAS travels within the aerial environment, thevirtual packet having zone packet parameters establishing a proximityboundary based on one or more characteristics of at least one of the UASor obstructions determined within the physical space of the virtualpacket, the proximity boundary of the virtual packet encapsulating avolume greater than a physical volume of the UAS; wherein arepresentation of the virtual packet or a physical location of the UASis transmitted to a base station or air traffic control devicescorresponding to a present location of the UAS, the base station or airtraffic control devices configured to route the UAS in conjunction withthe other unmanned aircraft systems based on a virtual roadway map datastructure having a plurality of traffic corridors for routing theunmanned aircraft systems, each of the UAS and the other unmannedaircraft systems tracked as simple two dimensional or three dimensionalpolygonal objects defined by the virtual packet travelling within thevirtual roadway map data structure and the plurality of trafficcorridors.
 22. The control system of claim 21, wherein the proximityboundary of the virtual packet is defined based on speed capabilities ofthe UAS to define the physical space based at least on a safety multipleof a minimum safe distance to obstructions within a boundary of thevirtual packet.
 23. The control system of claim 21, wherein theproximity boundary of the virtual packet is defined based on adetermination, by the operating system, of whether a visible line ofsight (VLOS) is established between an operator of the UAS and the UAS.24. The control system of claim 23, wherein the virtual roadway map datastructure includes a plurality of different layers of corridors, eachlayer of corridors representing a different altitude upon which the UAScan travel within.
 25. The control system of claim 24, wherein theproximity boundary of the virtual packet is defined based at least onwhich layer of corridors of the plurality of different layer ofcorridors the UAS is travelling within or an altitude level in which theUAS is travelling within.
 26. The control system of claim 24, whereinthe plurality of different layer of corridors the UAS are generatedbased on replicating a base layer of corridors.
 27. The control systemof claim 21, wherein the proximity boundary of the virtual packet isdefined based on an ability of the UAS to stabilize in response todetected environmental characteristics, including at least one of windspeed, air pressure, presence of animals, or relative humidity.
 28. Thecontrol system of claim 21, wherein the base station or the air trafficcontrol devices transmit operating characteristics to the operatingsystem that define parameters that modify the proximity boundary of thevirtual packet.
 29. The control system of claim 28, wherein theoperating characteristics include at least one of UAS class types,zone-based jurisdictional modifiers, or user license type of an operatorof the UAS.
 30. The control system of claim 21 further comprising aprocessor configured for positioning the UAS within the virtual packetas the UAS travels along a path in accordance with routing instructionsgenerated based at least on the routing of the virtual packet, the pathgenerated by the processor to avoid objects within the virtual packetthat do not block an entirety of a leading edge of the virtual packet.31. The control system of claim 30, wherein the processor is a machinelearning processor (MLP) that is configured for controlling operation ofthe UAS within the virtual packet by dynamically minimizing an errorterm based on a centroid of the virtual packet such that the UAS isbiased to fly in the selected path within the virtual packet that isclosest to the centroid of the virtual packet as the virtual packet isbeing routed in accordance with the virtual roadway map data structure,the centroid of the virtual packet representing a target position of theUAS.
 32. The control system of claim 30, wherein the processor is amachine learning processor (MLP) configured for object recognition todetermine whether an obstruction blocking the entirety of the leadingedge of the virtual packet is a temporary obstruction or a permanentobstruction, and responsive to a determination that the obstruction is apermanent obstruction, generating a data message for transmission to thebase station or the air traffic control devices to request updatedrouting instructions.
 33. The control system of claim 21, wherein thebase station or the air traffic control devices transmit data setsrepresenting the virtual roadway map data structure having the pluralityof traffic corridors and other unmanned aircraft systems operatingwithin the virtual roadway map data structure, and the base station orthe air traffic control devices are configured to provide a set ofpoints for navigating a path between a source entry point in the virtualroadway map data structure and a destination exit point in the virtualroadway map data structure, and the operating system is configured tonavigate the UAS along the path provided by the set of points.
 34. Thecontrol system of claim 21, wherein the UAS is controlled in accordancewith the base station or the air traffic control devices and the virtualroadway map data structure only when the UAS travels within an areadefined by the virtual roadway map data structure.
 35. The controlsystem of claim 34, wherein one or more locations existing outside thearea defined by the virtual roadway map data structure are defined asdifferent application zones where operator control of routing of the UASis possible, and the paths within the virtual roadway map data structureare established as paths between the different application zones; andwherein when the UAS is travelling within the area defined by thevirtual roadway map data structure, the operator control of the routingof the UAS is disabled.
 36. The control system of claim 21, wherein thebase station or the air traffic control devices apply time-divisionmultiplexing computational algorithms to subdivide positions along thevirtual roadway map data structure within the plurality of corridors forrouting the virtual packet and other virtual packets corresponding toother unmanned aircraft systems.
 37. The control system of claim 12,wherein the operating system is configured to request a new path fromthe base station or the air traffic control devices within the virtualroadway map data structure when the operating system detects permanentobstruction blocking the path of the virtual packet within which the UASwill travel.
 38. The control system of claim 21, wherein the virtualpacket is dynamically resized as the UAS travels within the virtualroadway map data structure and the plurality of traffic corridors. 39.The control system of claim 21, wherein the virtual packet isdynamically resized responsive to altitude level changes when the UAStravels within the virtual roadway map data structure and the pluralityof traffic corridors.
 40. The control system of claim 21, wherein thevirtual packet is dynamically resized responsive to weather conditions.41. An infrastructure system for controlling of an unmanned aircraftsystem (UAS) that operates in an aerial environment with other unmannedaircraft systems, the UAS including an on-board operating systemembedded into a UAS hardware layer to provide a plurality of controllayers for controlling the operation of the UAS only within a physicalspace defined by a virtual packet encapsulating a volume greater than aphysical volume of the UAS, the infrastructure system comprising:computer memory maintaining a virtual roadway map data structure havinga plurality of traffic corridors and a plurality of simple twodimensional or three dimensional polygonal objects defined bycorresponding virtual packets travelling within the virtual roadway mapdata structure and the plurality of traffic corridors; a virtual roadwaysystem configured to receive a virtual packet from the on-boardoperating system or to establish the virtual packet such that thevirtual packet defines a proximity boundary based on one or morecharacteristics of at least one of the UAS or obstructions determinedwithin the physical space of the virtual packet; and wherein the virtualroad system is further configured to generate a path for routing thevirtual packet corresponding to the UAS and transmitting an instructionset representing the path to the on-board operating system of the UAS.42. The infrastructure system of claim 41, wherein the proximityboundary of the virtual packet is defined based on speed capabilities ofthe UAS to define the physical space based at least on a safety multipleof a minimum safe distance to obstructions within a boundary of thevirtual packet.
 43. The infrastructure system of claim 41, wherein theproximity boundary of the virtual packet is defined based on adetermination of whether a visible line of sight (VLOS) is establishedbetween an operator of the UAS and the UAS.
 44. The infrastructuresystem of claim 43, wherein the virtual roadway map data structureincludes a plurality of different layers of corridors, each layer ofcorridors representing a different altitude upon which the UAS cantravel within.
 45. The infrastructure system of claim 44, wherein theproximity boundary of the virtual packet is defined based at least onwhich layer of corridors of the plurality of different layer ofcorridors the UAS is travelling within or an altitude level in which theUAS is travelling within.
 46. The infrastructure system of claim 44,wherein the plurality of different layer of corridors the UAS aregenerated based on replicating a base layer of corridors.
 47. Theinfrastructure system of claim 41, wherein the proximity boundary of thevirtual packet is defined based on detected environmentalcharacteristics, including at least one of wind speed, air pressure,presence of animals, or relative humidity.
 48. The infrastructure systemof claim 41, further comprising a data storage storing operatingcharacteristics that are transmitted by the virtual roadway system tothe operating system of the UAS that define parameters that modify theproximity boundary of the virtual packet.
 49. The infrastructure systemof claim 48, wherein the operating characteristics include at least oneof UAS class types, zone-based jurisdictional modifiers, or user licensetype of an operator of the UAS.
 50. The infrastructure system of claim41, wherein the UAS includes a processor configured for positioning theUAS within the virtual packet as the UAS travels along a path inaccordance with routing instructions generated based at least on therouting of the virtual packet, the path generated by the processor toavoid objects within the virtual packet that do not block an entirety ofa leading edge of the virtual packet.
 51. The infrastructure system ofclaim 50, wherein the processor is a machine learning processor (MLP)that is configured for controlling operation of the UAS within thevirtual packet by dynamically minimizing an error term based on acentroid of the virtual packet such that the UAS is biased to fly in theselected path within the virtual packet that is closest to the centroidof the virtual packet as the virtual packet is being routed inaccordance with the virtual roadway map data structure, the centroid ofthe virtual packet representing a target position of the UAS.
 52. Theinfrastructure system of claim 50, wherein the processor is a machinelearning processor (MLP) configured for object recognition to determinewhether an obstruction blocking the entirety of the leading edge of thevirtual packet is a temporary obstruction or a permanent obstructions,and responsive to a determination that the obstruction is a permanentobstruction, generating a data message for transmission to the virtualroadway system to request updated routing instructions.
 53. Theinfrastructure system of claim 51, wherein the virtual roadway system isconfigured to transmit data sets representing the virtual roadway mapdata structure having the plurality of traffic corridors and otherunmanned aircraft systems operating within the virtual roadway map datastructure, and the infrastructure system is configured to provide a setof points for navigating a path between a source entry point in thevirtual roadway map data structure and a destination exit point in thevirtual roadway map data structure, and the processor of the UAS isconfigured to navigate the UAS defined as the virtual packet travellingalong the computed path.
 54. The infrastructure system of claim 41,wherein the UAS is controlled in accordance with the virtual roadway mapdata structure only when the UAS travels within an area defined by thevirtual roadway map data structure.
 55. The infrastructure system ofclaim 54, wherein locations existing outside the area defined by thevirtual roadway map data structure are defined as different applicationzones where operator control of routing of the UAS is possible, and thepaths within the virtual roadway map data structure are established aspaths between the different application zones; and wherein when the UASis travelling within the area defined by the virtual roadway map datastructure, the operator control of the routing of the UAS is disabled.56. The infrastructure system of claim 41, wherein the virtual roadwaysystem is configured to apply time-division multiplexing computationalalgorithms to subdivide positions along the virtual roadway map datastructure within the plurality of corridors for routing the virtualpacket and other virtual packets corresponding to other unmannedaircraft systems.
 57. The infrastructure system of claim 41, wherein theoperating system is configured to request a new path based on thevirtual roadway map data structure when the operating system detectspermanent obstruction blocking the path of the virtual packet withinwhich the UAS will travel.
 58. The infrastructure system of claim 41,wherein the virtual packet is dynamically resized as the UAS travelswithin the virtual roadway map data structure and the plurality oftraffic corridors.
 59. The infrastructure system of claim 41, whereinthe virtual packet is dynamically resized responsive to altitude levelchanges when the UAS travels within the virtual roadway map datastructure and the plurality of traffic corridors.
 60. The infrastructuresystem of claim 41, wherein the virtual packet is dynamically resizedresponsive to weather conditions.
 61. A method for controlling anunmanned aircraft system (UAS) that operates in an aerial environmentwith other unmanned aircraft systems tracked by a base station or airtraffic control devices, the method comprising: establishing a virtualpacket defining a physical space established around the UAS as the UAStravels within the aerial environment, the virtual packet having zonepacket parameters establishing a proximity boundary based on one or morecharacteristics of at least one of the UAS or obstructions determinedwithin the physical space of the virtual packet, the proximity boundaryof the virtual packet encapsulating a volume greater than a physicalvolume of the UAS; and transmitting a representation of the virtualpacket or a physical location of the UAS is transmitted to a basestation or air traffic control devices corresponding to a presentlocation of the UAS, the base station or air traffic control devicesconfigured to route the UAS in conjunction with the other unmannedaircraft systems based on a virtual roadway map data structure having aplurality of traffic corridors for routing the unmanned aircraftsystems, each of the UAS and the other unmanned aircraft systems trackedas simple two dimensional or three dimensional polygonal objects definedby the virtual packet travelling within the virtual roadway map datastructure and the plurality of traffic corridors.